Internal-combustion engine



'July 4, 1944. Y M ss 2,352,824

' INTERNAL COMBUS TiON ENGINE Filed June 12, 1943 2 Sheets -Sheet l INVENTOR July 4, 1944. M. ESSL INTERNAL COMBUSTION ENGINE Filed June 12, 1945 2- Sheet's-.-Sheet 2 Ra a QBRAQQQN kmk? ZZZ/V39 aria JiMu/ 9210;: aria ale an 331 N39 0'50 EMU INVENTORV M x 35! 8;!

ATTORNEY Patented July 4, 1944 ENT OFFICE 2,352,824 7 INTERNAL-COMBUSTION ENGINE Max Essl, Swarthmore, 2a., assignor to The Baldwin Locomotive Works, a'corporation ofPennsylvania Application June 12, 1943, Serial No. 490,688

5 Claims. (01.123-76) This invention relates generally to internal combustion engines such for example as Diesel engines and more particularly to supercharged engines.

, Supercharging is usually obtained b employing a pump or blower developing relatively high pressure adapted to directly increase the cylinder pressure during openingof the intake valve of a four cycle engine. However, such superchargers require an appreciable amount of power for their operation thereby reducing the net increase of power. On the other hand, in two cycle engines it is necessary to employ scavenging fluid which is generally at a relatively low pressure and is not supercharging in its proper sense.

It is an object of my invention to provide a four-stroke engine having an improved cycle of operations whereby a supercharging efiect may be obtained at a minimum cost in power thereby leaving a higher net power than was heretofore possible. Another object is to provide a four-strokeengine having an improved cycle of operations whereby a maximum coolingeffect ofthe pistons, cylinders and cylinder heads may be obtained and at the same time the inertia effects may be reduced to allow a relatively high loadto be carried by the bearings of the connecting-rods or other parts.

In accomplishing the foregoingand other obiects such as will be apparent to those skilled in the art from the disclosure herein, I employ-an engine workingbasically on a four-stroke cycle principle but modified with certain two cycle engine principles by providing first, ports at the lower end of the cylinder which when uncovered bythe piston on its down stroke will admit scavenging air at slightly above-atmospheric pressure to act in pushing thecolumn of exhaust gas'from the cylinder through theexhaust' valve at-the topofthecylinder thus assuring complete discharge of gases; second-compressing the fresh air duringthe secondor upward stroke and storing this air for later supercharging use-in a suitable valved storage chamber; third, onthe third stroke (downward) fresh air isadmitted through arusualair intake valve in the same-manner-as in..a normal fourcycle engine thus cooling the pistonand cylinder and not requiring any compressing or .supercharging means for the air to fill the cylinder; fourth, at the endsof the intake stroke thelower. cylinder ports-are uncovered-to again admit air to the cylinder. at slightly above atmospheric. pressure thus 1 adding to. the normal aspiration which usually results in be1ow atmosfull chargeof. freshairtherein; and fifth, during the fourth or lastiupwa'rdfstrokeair in the cylinder is compressed; and the previously stored air isiadmitted to-thecylinderythus'; increasing the weight of air, to. produce a, supercharging, effect preparatoryrto .the combustion; and expansion. The cylinder. at-this: time'is fully charged with superweighted air free-from: exhaust and with a cooler piston, -etc;':than-would be possible'in a two cycle :engine; and-yet the normally idle exhauststroke of a four cycle engine has been converted into a useful stroke. for producing an air pressure and volume :(weight) thatis later used for supercharging; I Hence-,- in effect, five; cycles areproduced infour strokes-r '1 7 Other objects and advantages will be more apparent, ;to those skilled in the art girom the following description of the accompanying drawingsinwhich: p

Fig. 1 is ,a ,dia ra lnatic sectional view of'a cylinder and piston and associated elements, of an engine embodying myinvention; Fig.2isa plan view of Fig.1;r;

Fig. 3, is 'a-section taken substantially on the line 3 ,3ofFig .2; A

Fig. 4 is a diagrammatic engine cylinder diagram for two crankshaft revolutions constituting a complete cycle of operation; and

Fig. 5 is a valve timing diagram.

The particular-embodiment of. the invention disclosedjherem comprises: an engine cylinder ,l

and a piston'z reciprocated in aiusual manner by a connecting rody12' and 5a" crankshaft (not shown) which in the position shown in Fig. 1 would be at'its bottom dead, center position. ,Any number of cylinders maybeyemployed for a given engine; the principle gfoperationibeing the same as ror'the single cylinder, herein. discussed; A cylinder head 3-is ;provided-with an: air intake valve 4, Figs-2 and 3, and exhaust valve or valves 5, Figs. 1 and 2. ,A supercharge air storage chamber 8 of suitable configuration and volumetric capacity is formed in the cylinder head andcommunicates'rwith. the cylinder space 7- through a port; 6' controlled by axvalve 6. A cylinder scavenging chamber'a-partially or'fully encircles the cylindertwall and scavenging-ports-ifl' are arranged at the lower end ofxthe cylinder. A fuel injector II is located preferably in the center of the cylinder for injecting fuel spray or sprays into the cylinder :under relativelyl'high pressure in a mannerwell-known in the Dieselengine art.

a-It will be understood that all valves mentioned herein as well as the injection of fuel' are controlled by suitable cams and usual valve rocker arms r, the cams being formed on and rotatably driven by a usual camshaft (not shown) in desired timed relation to each other and the piston movements to produce m improved cycle of operation. Cams are too well known in the art to require a specific disclosure thereof although broadly such cams may be considered to be diagrammatically illustrated herein by the diagram of Fig. 5.

The operation is best understood by referring to Figs. 4 and 5 in which Fig. 4 is a complete working cycle during two revolutions. Beginning at the upper dead center of compression shown in the diagram as degrees a line I2 represents the well-known combustion and expansion line. When the piston reaches position l3, Fig. 5, the exhaust valve or valves open and exhaust gases expand into a manifold (not shown). As the piston continues to move toward its lower dead center the scavenging ports H] will commence to be uncovered at [4 so as to admit to the cylinder a relatively low pressure scavenging air supplied from any suitable and wellknown source thereby to help expel the exhaust gases from the cylinder space .1, Fig. 1, through the exhaust valves 5. The scavenging ports continue to remain open until the piston has moved past its lower dead center and up to a .point l5, Fig.5. When the piston reaches point IS on its upward travel the exhaust valves 5 close, at which time the cylinder pressure starts to rise along the line H in the pressure diagram. The scavenging air sweeps the exhaust gases from the cylinder and fills it with fresh air under a pressure slightly above atmospheric pressure by the time the exhaust valve 5 closes. So far, this portion of the cycle corresponds closely to a uni-flow scavenged two cycle engine in that the scavenging air enters the lower end of the cylinder and sweeps the exhaust gases outwardly through the exhaust valves 5 without involving any reverse flow of scavenging air within the cylinder.

The new cycle now begins as follows: The piston is traveling upwardly (from 180 to 360) and compresses the charge of air trapped in the cylinder. When point I8, Fig. 5 is reached the valve 6 of the storage chamber opens to allow a portion of the compressed air from the cylinder! to enter chamber 8. At or near top dead center (360), Fig. 5, the storage chamber valve .6 closes to trap compressed air in the chamber. The compression of air during the foregoing upstroke corresponds to the compression stroke of a normal two cycle engine but the compressed air in my engine is stored in chamber 8 whereas said compressed air in atwo cycle engine is immediately used on the following power stroke. The compression pressure in my engine at the upper dead center (360) will not-be ashigh as it normally would be in an engine without a storage chamber because the storage chamber volume added to the cylinder clearance volume proportionately limits the pressure. After the storage chamber valve 6 is closed a relatively small amount of compressed air remains in cylinder 1. This limited volume of .air expands as the piston moves down on its second revolution until point I9 is reached whereupon intake valve 4 opens to admit atmospheric air to the cylinder, this stroke corresponding to the intake stroke of a normal four cycle engine. This portion of the cycle is shown in Fig. 4 along. line [.8 until the piston reaches point 2.0, Fig. 5, at which time the scavenging portsifl are a ain uncovered whereupon scavenging air under relatively low pressure is admitted to the cylinder to fill the same until point 2| is reached, it being understood that intake valve 4 is closed just after scavenging ports [0 opened at 20. The pressure line along which scavenging air is admitted is represented in the diagram, Fig. 4, at 20. As the piston continues its upward stroke after closure of the scavenging ports at 2| storage air chamber valve 6 now opens at point 24, Fig. 5, and closes again at 2'5. Dur-' ing this relatively short opening of the chamber valve 6, although it can be of longer opening if .desiredinsofar as it is possible to adhere to the principles of operation of my invention, air from the chamber is added to the cylinder volume. The storage chamber valve is most efliciently timed if opened at a pressure in the cylinder which will result in the lowest amount of re expansion of the stored air and will close at a point before any appreciable amount of air is recharged into the storage chamber. Fuel is in- J'ected through nozzle H at any usual orv desired time between point 25 and the upper dead center. The remainder of the compression stroke from point 25 on up .to the upper dead ,centerwill be normal and, of course, by reason of the made available from the storage chamberuthe weight of air in the cylinder has been appreciably increased above what would be present in a. nor-'1 mal two or four cycle engine. Combus.tion;wi11 continue the engine on its next cycle ,whicheisa repetition of the cycle heretofore described. The pressure in the storage chamber throughout the complete cycle is indicated by thedotted line 26, Fig.4.

The above mentioned increased weight pf air gives a supercharged effect without the necessity of employing a supercharger. Such superchargers require appreciable power for theiroperation and thus reduce the net power produced whereas my improved method and apparatus not only'proe uces a high supercharged effect per unit. afrequired operatin power. but I accomplish this through a minimum number of working parts which have relatively low maintenance .costand do not increase the space dimensions ofthe .em gine. The supercharging .air .of my improved cyole is ob ain d by utilizing the engine pi tons as the air compressing mechanism, thus eliminab i s n in iv s perchar ing pistons sucha som ti e for an auxili ry pa t of. an enable structure, as well as avoidin the use of, other forms ofwell-known superchar s. it bein use d tcod that the s en n pinup 57.09.01: ation does not constitute a. supercharger in the correct sense of that term,

Furthermore, my impr ved cy lenot on cools the piston and cylinder by the atmospheric-air on the normal intake stroke butthe scavengmg air provides an additional coolin g effiect Mogeover, I produce the positive cooling ,effQGt with: out Wasting the exhaust StrQkQ 511913- 315 be the case with a four cycle engined-11s .moke. being utilized in my engine to cpmhress air for the storage chamber. 7 I J A further result of. my improved; cycle isrtha. h f ing o n efiectis-accompaniedbyan increased weight of air in thezcylinder for the explosionv stroke-and also by. areduced inertia, load on the wristpin and connecting rod bearings and on the connecting. rodbolts. The inertia. force occursv during the. last half of the upe. stroke when the parts in. question are decelerats ing. The. reduction of inertia load-:on the bear.-. ings and bolts is brought about in my arranaea ment by the pressure of the compression stroke l1, Fig. 4, resisting or tending to balance said inertia effects, it being understood that in a usual four cycle engine during the exhaust stroke-the cylinder is subjected only to an exhaust pressure which is so low that it has the disadvantage of not offering any appreciable resisting force to the upward movement of the piston and connecting rod while on the other hand in a two cycle engine the compression pressure which resists the inertia effects is so great as to reduce the load carrying capacity of the bearings. The ability of my cycle to increase the load carrying capacity of the connecting rod an'dwristpin bearings will be more fully appreciated by first'understanding that in two cycle engines a downward load is 'substantially continuously imposed on the wristpin and connecting rod bearings by. reason of each compression and expansion stroke being immediately followed byanother compression and expansion stroke without any intermediate relief stroke such. as an exhaust stroke in a four cycle engine. This downward load being in the nature of a continuous load, does not allow an oil film to be easily maintained as compared, for example, in a four cycle engine in which the exhaust stroke follows the expansion stroke and acts as a relief stroke in which the piston tends to fly upward through its inertia effect thereby relieving the bearing pressure on the loaded side of the bearings, i. e. the upper half of the connecting rod bearing and the lower half of the wristpin bearing. These relieved pressures permit a new film of lubricant to be established on said upper and lower sides of the bearings. The ability to supply a new film of lubricant is a distinct advantage in a four cycle engine not only because of providing an adequate film of lubricant but also because of the effect of the lubricant in cooling the bearings. In fact, on the basis of experience, it has been found that two cycle engine bearings can be loaded approximately to only one half the specific bearing pressures of four cycle engines. Hence, in my improved cycle, I utilize stroke IT for a compression operation similar to that of a two cycle engine but I do not obtain the disadvantages of the bearing loads of such a two cycle engine because the compression during this stroke is substantially less than a full compression pressure thereby permitting ample lubrication to be maintained by repeated re-establishment of an oil film on the loaded side of the bearings when partial relief of pressure occurs during the combined scavenging-storage stroke.

From the disclosure herein, it is seen that I have provided an improved engine having, in effect, five cycles in four strokes of the pistons whereby the engine pistons function as a supercharge air compressing element. This operation, in combination with the scavenging and normal air intake stroke, insures maximum cooling of the piston, etc. together with minimum inertia effects of the piston and connecting rod while at the same time insuring eifective lubrication of the engine bearings so that they may carry a high load. The relatively low power required to operate the scavenging pump at its nominally low pressure of say possible 3 or 4 pounds compared to the ultimate effective supercharged pressure insures a relatively large increase in net horsepower.

It will of course be understood that various changes in details of construction and arrangement of parts may be made by those skilled in the art without departing from the spirit of the invention as set forth in the appended claims.

I claim:

1. An internal combustion engine comprising, in combination, a cylinder and a piston movable up and. down ftherein, an exhaust valve at the upper end of 'the cylinder and scavenging ports at the .lower end thereof, means whereby at the endof a combustion stroke the exhaust valve and scavengin'gports are both opened .so as to admitscavenging airto the lower end of the cylinder to; sweep exhaust'gases out of the. upper end of. the cylinder through the exhaust valve and thereafter said exhaust valve and scavenging ports are closed, a storage chamber and a valve for controllingcommunication between the chamber and the upper end of the cylinder, means whereby after said closure of the exhaust valve and of the scavenging ports said storage valve is opened on the succeeding up-stroke of the piston so that air compressed by the piston is forced into said storage chamber and is trapped therein. under pressure upon closure of the storage valve, an air intake valve at the upper end of the cylinder adapted to be opened during the next down stroke of the piston to again fill the cylinder with air and thereafter said intake valve is closed so that the succeeding up-stroke of the piston compresses the air in the cylinder, said storage chamber valve being opened during said latter compression stroke to admit stored air from the storage chamber to the cylinder to produce supercharging, and means for supplying fuel to the supercharged cylinder for producing the next combustion stroke. I

2. The combination set forth in claim 1 further characterized in that said scavenging ports are opened and closed by the piston whereby said intake valve and said scavenging ports are both open at the lower end of the intake stroke so that scavenging air is admitted to the cylinder to be added to the air admitted through the intake valve.

3. An internal combustion engine comprising, in combination, a cylinder and a piston movable up and down therein, means near the lower end of the combustion stroke of the piston for supplying scavenging air to the lower end of the cylinder, an exhaust valve at the upper end of the cylinder through which exhaust gases are expelled by the scavenging air while the piston is still near said lower end whereby upon closure of said scavenging air supply means and of said exhaust valve the scavenging air is compressed on the following up-stroke of the piston, a storage chamber having valve controlled communication with said cylinder to receive and store the compressed air from the cylinder during said latter up-stroke, an intake valve through which air is supplied to the cylinder during the succeeding down stroke of the piston to be compressed on the following up-stroke of the piston, means whereby during this later up-stroke the air from the storage chamber is admitted to the cylinder to produce supercharging efiect therein, and means for supplying fuel to the supercharged cylinder for effecting the next combustion stroke.

4. An internal combustion engine comprising, in combination, a cylinder and a piston movable up and down therein, means near the lower end of the combustion stroke of the piston for supplying scavenging air to the lower end of the cylinder, an exhaust valve at the upper end of the cylinder through which exhaust gases are expelled by the scavenging air while the piston is still near its lower end whereby upon closure of said scavenging air supply means and of said exhaust valve the scavenging air remaining in the cylinderis compressed on the following up-stroke of the piston constituting a first compression stroke, an intake valve through which air is supplied to the cylinder during the succeeding .down stroke of the piston and which latter air is compressed on the following lip-stroke of the piston constituting a second compression stroke, means whereby during this second compression stroke the air from the storage chamber is admitted to the cylinder while the cylinder pressure is less than that of the storage chamber thereby to increase the weight of .air within .the cylinder to supercharge the same, said storage valve being reclosed sufilci-ently before the end of the upstroke so as to prevent re-storing of air in the storage chamber, and means for supplying fuel to the supercharged cylinder for effecting the next combustion stroke.

5. The method of operating a four-stroke intemal combustion engine having a cylinder and a'piston movable up and downtherein, intake and exhaust valvesiat the upper end of the cylinder, a valve controlled storage chamber adapted to communicate with the upper end of the cylinder and scavenging ports near the lower end of the cylinder; consisting in admitting-scavenging air to the lower end of the cylinder near the end of the combustion strokeand expelling exhaust gases through the exhaust valve, then closing said scavenging ports and exhaust valve and compressing the scavenging air remaining in the cylinder and storingthe compressed air in the storage chamher, then admittinglair into the cylinder through the intake valve on the succeeding down stroke, compressing this latter air on the next uD-stroke of the piston and admitting air from the storage chamber into the cylinder at such a point on this up-stroke that pressure in the cylinder permits effective supercharging by the stored air.

MAX ESSL. 

